CN113844439A - Low-speed auxiliary braking auxiliary decision-making method and system for auxiliary driving and computer-readable storage medium - Google Patents

Low-speed auxiliary braking auxiliary decision-making method and system for auxiliary driving and computer-readable storage medium Download PDF

Info

Publication number
CN113844439A
CN113844439A CN202111156723.7A CN202111156723A CN113844439A CN 113844439 A CN113844439 A CN 113844439A CN 202111156723 A CN202111156723 A CN 202111156723A CN 113844439 A CN113844439 A CN 113844439A
Authority
CN
China
Prior art keywords
vehicle
point
target object
speed
collision
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202111156723.7A
Other languages
Chinese (zh)
Other versions
CN113844439B (en
Inventor
柳荫
张伟方
万凯林
党建民
田小康
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Chongqing Changan Automobile Co Ltd
Original Assignee
Chongqing Changan Automobile Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chongqing Changan Automobile Co Ltd filed Critical Chongqing Changan Automobile Co Ltd
Priority to CN202111156723.7A priority Critical patent/CN113844439B/en
Publication of CN113844439A publication Critical patent/CN113844439A/en
Application granted granted Critical
Publication of CN113844439B publication Critical patent/CN113844439B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/50—Barriers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/803—Relative lateral speed

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention protects a low-speed auxiliary braking decision-making method, a system and a computer readable storage medium for auxiliary driving, comprising the following steps of 1, calculating a driving area of a vehicle according to the steering wheel angle and gear information of the vehicle; step 2, processing the detected obstacle information based on the input of the ultrasonic waves and the camera, and judging whether the obstacle is in the driving area; step 3, calculating a collision driving distance for the target object entering the driving range of the vehicle; step 4, based on the collision driving distance, calculating the relative speed of the target object and the vehicle within the judgment time, and further obtaining the longitudinal speed of the target object; and 5, obtaining a standard braking threshold value according to the type, the longitudinal speed, the collision driving distance and the vehicle speed of the vehicle. The invention can solve the problem that different braking strategies are designed for different types of target objects at low speed under the condition of insufficient position detection of the ultrasonic radar and the camera, thereby increasing the braking reliability of the system.

Description

Low-speed auxiliary braking auxiliary decision-making method and system for auxiliary driving and computer-readable storage medium
Technical Field
The invention relates to the technical field of auxiliary driving vehicles, in particular to a low-speed auxiliary braking technology comprising collision distance detection and vehicle braking behavior decision.
Background
Nowadays, intelligent driving is emerging, and vehicles equipped with auxiliary driving systems are more and more popular. In the framework of mass production of existing driver-assisted vehicles, some relatively accurate obstacle detection methods such as lidar and the like are not widely used due to cost reasons. The current mainstream auxiliary braking decision strategy needs to accurately detect and track a target object.
Patent document CN112298170A discloses a hill-assist braking method based on forward warning, which needs to calculate the accurate traveling speed of the target object and the collision time, and decides whether to brake or not by directly setting a threshold value for judging the collision time, and directly judging the collision time decision may affect the effectiveness of braking (e.g. the collision time is far from the target object after stopping).
Patent document CN110422151A discloses a vehicle auxiliary braking method, device, system and terminal, which also need to calculate accurate object travel speed and collision time, and by dividing different collision times into different risk levels and adopting different braking strategies for different risk levels, compared with the first method, the method greatly increases the effectiveness of braking by "segmenting" the collision time.
However, the above two methods still have the following problems:
1. the two methods both need to detect a dynamic target object more accurately, but the ultrasonic detection has a longer delay, so that the position change condition of the dynamic target object cannot be detected more accurately, and the two methods are not suitable for vehicles with ultrasonic vision as a sensing hardware base.
2. The above two methods adopt the same braking strategy for different kinds of targets, and the same processing logic for people and vehicles may affect the appearance and subjective experience of drivers.
Disclosure of Invention
The invention provides a low-speed auxiliary brake decision-making method, a system and a computer readable storage medium for driving assistance, which are low-speed auxiliary brake decision-making technologies combining ultrasonic and visual information under a low-speed working condition, are used for assisting the low-speed auxiliary brake of a driving vehicle, and aim to solve the problem that different brake strategies are designed for different types of target objects to increase the reliability of system brake when the speed of the vehicle is lower than the low speed (for example, 10km/h) by combining environmental language under the condition that the position detection of an ultrasonic radar and a camera is insufficient.
The technical scheme of the invention is as follows:
a low-speed auxiliary braking decision-making method for assisting driving comprises the following steps:
step 1, calculating a driving area of a vehicle according to a steering wheel angle and gear information of the vehicle;
step 2, processing the detected obstacle information based on the input of the ultrasonic waves and the camera, and judging whether the obstacle is in the driving area;
step 3, calculating a collision driving distance for the target object entering the driving range of the vehicle;
step 4, based on the collision driving distance, calculating the relative speed of the target object and the vehicle within the judgment time, and further obtaining the longitudinal speed of the target object;
step 5, calculating to obtain a standard braking threshold DTC according to the type, the longitudinal speed, the collision driving distance and the vehicle speed of the vehiclebrk。
In another aspect, the present invention further provides a low-speed auxiliary braking decision-making system for driving assistance, which includes a processor and a memory, where the memory stores a computer program, and when the computer program is executed by the processor, the low-speed auxiliary braking decision-making system for driving assistance implements a low-speed auxiliary braking decision-making method for driving assistance according to any one of the above technical solutions.
In another aspect, the present invention further provides a computer-readable storage medium, on which a computer program is stored, wherein the computer program is executed by a processor to implement a low-speed auxiliary braking assistance decision method for driving assistance according to any one of the above-mentioned technical solutions.
The invention has the following advantages:
1. the invention can directly process a plurality of target objects, screens out the target objects with collision risks and does not need to track the target objects.
2. According to the invention, the influence of false triggering caused by the perception precision problem is reduced by setting the fuzzy collision region.
3. The invention can dynamically judge the target object with collision risk, and then sets the braking threshold value based on the relative speed and the vehicle speed, thereby reducing the risk of error braking.
4. The invention is based on the environment language, has different processing modes for different types of target objects, and increases the reliability of the system function.
5. The invention finally outputs a collision distance DTC and a standard braking threshold value DTCbrkAnd the subsequent longitudinal control module can make further decision according to the road information such as the road surface, the gradient and the like.
The invention solves the problem that different braking strategies are designed for different types of target objects under the condition of insufficient detection of the positions of the ultrasonic radar and the camera in combination with environmental language and at the low speed of the vehicle, thereby increasing the reliability of system braking.
Drawings
FIG. 1 is a prior art ultrasonic radar profile for mass production support for low speed auxiliary braking.
FIG. 2 is a schematic view of a collision blur area according to the present invention.
FIG. 3 is a schematic view of the calculated collision run length of the present invention.
FIG. 4 is a logic block diagram of the low speed auxiliary brake assist decision of the present invention.
Detailed Description
The invention will be further explained with reference to the drawings.
As shown in fig. 1, in the conventional ultrasonic radar mounting position for mass-produced vehicles, when a target is identified, a front-rear angle radar detects the target, and since an ultrasonic radar sensor is not mounted on the side surface of the vehicle, a target on the side cannot be tracked.
Referring to fig. 4, the present embodiment is a low-speed auxiliary braking decision-making method for driving assistance, and the specific process is as follows:
step 1, calculating a driving area of the vehicle according to the steering wheel angle and gear information of the vehicle.
In this step, considering the case where the steering wheel angle would appear to be 0, we first turn the steering wheel angle ψoriThe following treatments were carried out:
Figure BDA0003288579910000031
the rear axle center point turning radius is solved as follows:
Figure BDA0003288579910000032
Figure BDA0003288579910000033
where R denotes a turning radius, L denotes a vehicle wheel base, θ denotes a vehicle front wheel steering angle, ψ denotes a processed steering wheel steering angle, and k denotes a vehicle steering transmission ratio.
Here, R is also an absolute value of an x coordinate of the center of the turning circle in the vehicle coordinate system (the front is a positive y direction, and the right is a positive x direction), and the positive or negative is determined by the turning direction, and the left turn is positive and the right turn is negative.
Therefore, R can be obtained according to the turning radius of the central point of the rear axle and the fixed parameters of the vehicle bodymax、Rmin、R′max、R′min. Wherein R'max、R′minTo judge whether the object invades the middle of the hysteresis interval of the driving area.
Based on the above information, we can find the vehicle driving area as follows:
when the gear is a forward gear and the steering wheel turns left, the driving area is the left front of the vehicle and the center of the steering circle is used as the center of the circleCenter, radius at Rmax、RminThe area in between.
Secondly, when the gear is a forward gear and the steering wheel turns right, the driving area is the right front of the vehicle, the center of the steering circle is the center, and the radius is Rmax、RminThe area in between.
When the gear is a reverse gear and the steering wheel turns left, the driving area is the left rear part of the vehicle, the center of the steering circle is the center, and the radius is Rmax、RminThe area in between.
When the gear is a reverse gear and the steering wheel turns right, the driving area is the right rear of the vehicle and takes the center of the steering circle as the center, and the radius is Rmax、RminThe area in between.
And 2, processing the detected obstacle information based on the input of the ultrasonic waves and the camera, and judging whether the obstacle is in the driving area.
In this step, for each object, we can receive its coordinates and its type in the form of line segments (two points), and broaden the specific object (e.g. human, cylinder) type by the following method:
Figure BDA0003288579910000041
L＝k×Lori
Figure BDA0003288579910000042
Figure BDA0003288579910000043
Figure BDA0003288579910000044
Figure BDA0003288579910000045
wherein L is the widened width, LoriIs the initial width of the target, (x)1，y1),(x2，y2) Is the original coordinate of the object, (X)1，Y1),(X2，Y2) For the processed target coordinates, k is the broadening multiple, 2 for the pedestrian, 1.5 for the pillar, and 1 for the others.
From the target coordinate points, a circle turning radius R _ OB can be calculatedmax、R_OBmin。
The flag colisionflag indicating whether the target object collides with the host vehicle is the Q bit (output end) of the RS setting device.
The logic of the S position (position end) of the RS setting device is as follows:
Figure BDA0003288579910000046
the logic of the R bit (reset end) of the RS setting device is as follows:
Figure BDA0003288579910000047
as shown in fig. 2, a middle area between the solid line and the dashed line in the vehicle driving area is a hysteresis collision area (the collision risk in the area is determined by the above logic), when the target object enters the fuzzy collision area from the vehicle non-collision area, it is determined that the target object does not enter the vehicle driving area, and after the target object enters the collision area, it is determined that the target object enters the vehicle driving area; and when the target object enters the fuzzy collision area from the vehicle collision area, judging that the target object invades the vehicle driving area, and judging that the target object leaves the vehicle driving area after entering the non-collision area.
And 3, calculating the collision driving distance for the target object entering the driving range of the vehicle.
In this step, the collision distance for a single target is calculated as follows:
judging whether the width of two points of the target object is larger than a set value, for example, 10cm is taken in the embodiment, if so, the target object is dispersed into points at intervals of 10 cm; if not, the center point of the target object is taken.
Secondly, for each target object point, the distance between the judgment point and the steering circle center is R _ OBP, and the R _ OBP and the R are judgedmax、R′max、R′min、RminThe size relationship of (1):
i. if R _ OBP<RminIn this embodiment, x is 600cm, and the collision position ColliPos _ Point is 0.
ii. R 'is'min<R_OBP<RminThe Point collision distance is an arc length of the target Point which is cut by the vehicle body contour line segment around the turning circle center, and the vehicle body collision position ColliPos _ Point is 1.
iii, if R'max<R_OBP<R′minThe Point collision distance is an arc length of the target Point which is cut by the vehicle body contour line segment around the turning circle center, and the vehicle body collision position ColliPos _ Point is 2.
iv if Rmax<R_OBP<R′maxThe Point collision distance is an arc length of the target Point which is cut by the vehicle body contour line segment around the turning circle center, and the vehicle body collision position ColliPos _ Point is 3.
v、R_OBP>RmaxSimilarly, the Point collision distance DTC _ Point may be 600cm, and the vehicle body collision position ColliPos _ Point may be 0.
Thirdly, the collision distance of the finally output target is the minimum value of the collision distances of all target points;
if there is a Point of 3 ColliPos _ Point in the target object, the ColliPos is finally 3;
if there is no colipos _ Point of 3 in the target object, the final colipos is the colipos _ Point corresponding to the target object Point with the smallest collision distance.
Further, the process of solving the collision distance point between the target object point and the host vehicle is as follows:
if the coordinate of the target point is P (P)x,Py) The center of the steering circle is a coordinate O (O)x,Oy) The coordinate of the intercepted vehicle contour line segment is A (A)x,Ay),B(Bx,By) Wherein | OA |>|OB|。
The intersection point T (T) of the arc of the point P around the point O and the point ABx,Ty) Since point A, B, T is collinear with three, then there are:
Figure BDA0003288579910000051
Figure BDA0003288579910000052
the system of equations can be found:
Figure BDA0003288579910000053
obtaining by solution:
Figure BDA0003288579910000061
Figure BDA0003288579910000062
the arc length was obtained as:
Figure BDA0003288579910000063
in particular, when the type of target is a human, the collision distance is reduced by y, which may be 30cm, for example, for safety.
As shown in fig. 3, the calculated collision travel length is represented by point P as an obstacle point, point T as a vehicle collision point, and A, B as a vehicle collision contour line.
And 4, calculating the relative speed of the target object and the vehicle within the judgment time based on the collision running distance, and further obtaining the longitudinal speed of the target object.
In step 4, in this step, when the collision distance value is valid, i.e. smaller than x, e.g. 600, the collision distance is determined, i.e. when the distance is continuously smaller than 600 within the determination time, the distance is considered to be valid, and the speed of the collision target object is calculated within the determination time when the target object type is a non-human (human defaults to be static) dynamic target object (e.g. a vehicle, an electric vehicle, etc.), the determination time is set according to different vehicle models of different manufacturers, e.g. the model S202 of a certain vehicle manufacturer is 400ms, and the speed of the collision target object is calculated as follows:
firstly, calculating the travel length delta D _ Veh of the vehicle according to the wheel speed pulse of the vehicle in the determination time;
calculating the variation quantity delta DTC of the collision distance;
obtaining the stroke length of the target:
ΔD_Obj＝ΔDTC-ΔD_Veh
fourthly, obtaining the target object with the speed:
Figure BDA0003288579910000071
obtaining the relative speed of the vehicle and the target object as follows:
vrela＝vobj-vveh。
and 5, obtaining a standard braking threshold value DTC according to the type, the longitudinal speed, the collision driving distance and the vehicle speed of the vehiclebrk。
After the step 4 is finished, the step obtains a standard braking distance DTC based on the corresponding relation between the vehicle speed, the relative vehicle speed of the target object and the calibrated standard braking distancebrk. Final output collision distance DTC and standard braking threshold DTCbrk。
Take the model S202 of a certain vehicle factory as an example:
if the speed v of the target objectobjProcessing the target object according to the static obstacle if the speed is less than or equal to 2km/h, and S202 vehicle type based on the vehicle speed vvehFor calibrated standard braking distance DTCbrkThe corresponding relationship is as follows:
Figure BDA0003288579910000072
if the velocity v of the target objectobjIf the speed is more than 2km/h, the obstacles are processed according to the dynamic obstacles, and the vehicle speed v of the vehicle is S202vehTarget relative velocity vrelaAnd a calibrated standard braking distance DTCbrkThe corresponding relationship is as follows:
Figure BDA0003288579910000073

Claims (10)

1. a low-speed auxiliary braking decision-making method for assisting driving is characterized by comprising the following steps:
step 1, calculating a driving area of a vehicle according to a steering wheel angle and gear information of the vehicle;
step 2, processing the detected obstacle information based on the input of the ultrasonic waves and the camera, and judging whether the obstacle is in the driving area;
step 3, calculating a collision driving distance for the target object entering the driving range of the vehicle;
step 4, based on the collision driving distance, calculating the relative speed of the target object and the vehicle within the judgment time, and further obtaining the longitudinal speed of the target object;
and 5, obtaining a standard braking threshold value DTC according to the type, the longitudinal speed, the collision driving distance and the vehicle speed of the vehiclebrk。
2. A low-speed supplementary brake decision making method for driver assistance according to claim 1, characterized in that: in the step 1, the steering wheel corner psi is firstlyoriThe following treatments were carried out:
Figure FDA0003288579900000011
the rear axle center point turning radius is solved as follows:
Figure FDA0003288579900000012
Figure FDA0003288579900000013
wherein R represents a turning radius, L represents a vehicle wheelbase, theta represents a vehicle front wheel steering angle, psi is a processed steering wheel steering angle, and k is a vehicle steering transmission ratio;
r is also the absolute value of the x coordinate of the steering circle center under the vehicle coordinate system, the positive and negative of the R depend on the steering direction, the left turn is positive, and the right turn is negative;
obtaining R according to the turning radius of the central point of the rear axle and the fixed parameters of the vehicle bodymax、Rmin、R′max、R′minWherein R'max、R′minJudging whether the target object invades the middle amount of the hysteresis interval of the driving area;
based on the above information, the vehicle travel area is obtained as follows:
when the gear is a forward gear and the steering wheel turns left, the driving area is the left front of the vehicle, the center of the steering circle is the center, and the radius is Rmax、RminThe area in between;
secondly, when the gear is a forward gear and the steering wheel turns right, the driving area is the right front of the vehicle, the center of the steering circle is the center, and the radius is Rmax、RminThe area in between;
when the gear is a reverse gear and the steering wheel turns left, the driving area is the left rear part of the vehicle, the center of the steering circle is the center, and the radius is Rmax、RminThe area in between;
when the gear is a reverse gear and the steering wheel turns right, the driving area is the right rear of the vehicle and takes the center of the steering circle as the center, and the radius is Rmax、RminThe area in between.
3. A low-speed supplementary brake decision making method for driver assistance according to claim 1, characterized in that: in the step 2, for each object, the coordinates and the type thereof are received in a line segment form, i.e., two points, and the specific object (e.g., human, cylinder) type is widened by the following method:
Figure FDA0003288579900000021
L＝k×Lori
Figure FDA0003288579900000022
Figure FDA0003288579900000023
Figure FDA0003288579900000024
Figure FDA0003288579900000025
wherein L is the widened width, LoriIs the initial width of the target, (x)1，y1)，(x2，y2) Is the original coordinate of the object, (X)1，Y1)，(X2，Y2) For the coordinates of the processed target object, k is the widening multiple, the number of pedestrians is 2, the number of columns is 1.5, and the others are 1;
calculating a turning radius R-OB according to the coordinate point of the target objectmax、R-OBmin；
The Collision flag of the target object and the vehicle is the Q bit of the RS setting device, namely the output end;
the logic of the RS setting device at the S position, namely the setting end, is as follows:
Figure FDA0003288579900000026
the R bit of the RS setting device, namely the reset end logic is as follows:
Figure FDA0003288579900000027
4. a low-speed supplementary brake decision making method for driver assistance according to claim 1, characterized by: in the step 3, the collision distance of the single target object is calculated as follows:
judging whether the width of two points of the target object is larger than a set value, if so, dispersing the target object into points spaced by the set value; if not, the central point of the target object is taken;
secondly, for each target object point, the distance between the judgment point and the steering circle center is R _ OBP, and the R _ OBP and the R are judgedmax、R′max、R′min、RminThe size relationship of (1):
i. if R _ OBP < RminThe Point collision distance DTC _ Point ═ x (cm), x is a set value, and the vehicle body collision position ColliPos _ Point is 0;
ii. If R ismin＜R_OBP＜RminThe Point collision distance is the arc length of the target Point around the turning circle center and cut by the vehicle body contour line segment, and the vehicle body collision position ColliPos _ Point is 1;
iii, if R'max＜R_OBP＜R′minThe Point collision distance is the arc length of the target Point around the turning circle center and cut by the vehicle body contour line segment, and the vehicle body collision position ColliPos _ Point is 2;
iv if Rmax＜R_OBP＜R′maxThe Point collision distance is the arc length of the target Point around the turning circle center and cut by the vehicle body contour line segment, and the vehicle body collision position ColliPos _ Point is 3;
v、R_OBP＞Rmaxthe Point collision distance DTC _ Point ═ x (cm), and the vehicle body collision position ColliPos _ Point ═ 0;
thirdly, the collision distance of the finally output target is the minimum value of the collision distances of all target points;
if there is a Point of 3 ColliPos _ Point in the target object, the ColliPos is finally 3;
if there is no colipos _ Point of 3 in the target object, the final colipos is the colipos _ Point corresponding to the target object Point with the smallest collision distance.
5. A low-speed supplementary brake decision making method for driver assistance according to claim 1, characterized by: the collision distance point solving process of the target point and the vehicle is as follows:
if the coordinate of the target point is P (P)x，Py) The center of the steering circle is a coordinate O (O)x，Oy) The coordinate of the intercepted vehicle contour line segment is A (A)x，Ay)，B(Bx，Py) Wherein | OA | > | OB |:
the intersection point T (T) of the arc of the point P around the point O and the point ABx，Ty) Since point A, B, T is collinear with three, then there are:
Figure FDA0003288579900000031
Figure FDA0003288579900000032
the system of equations can be found:
Figure FDA0003288579900000033
obtaining by solution:
Figure FDA0003288579900000041
Figure FDA0003288579900000042
the arc length was obtained as:
Figure FDA0003288579900000043
6. a low-speed supplementary brake decision making method for driver assistance according to claim 5, characterized in that: when the type of the target object is a person, the collision distance is reduced by y, which is a preset value.
7. A low-speed supplementary brake decision making method for driver assistance according to claim 1, characterized by: in step 4, when the collision distance value is smaller than x, the collision distance is determined, that is, when the distance is continuously smaller than x within the determination time, the distance is considered to be valid, and when the type of the target object is a non-human dynamic target object, the speed of the collision target object is calculated within the determination time, and the speed mode is as follows:
firstly, calculating the travel length delta D _ Veh of the vehicle according to the wheel speed pulse of the vehicle in the determination time;
calculating the variation quantity delta DTC of the collision distance;
obtaining the stroke length of the target:
ΔD_Obj＝ΔDTC-ΔD_Veh
fourthly, obtaining the target object with the speed:
Figure FDA0003288579900000044
obtaining the relative speed of the vehicle and the target object as follows:
vrela＝vobj-vveh。
8. according toA low-speed supplementary brake decision making method for driver assistance according to claim 1, characterized by: in the step 5, after the judgment is finished, a standard braking threshold DTC is obtained based on the corresponding relation between the vehicle speed, the relative speed of the target object and the target object information calibration standard braking distancebrkAs the braking distance threshold output.
9. Low speed supplementary brake decision system for driving assistance, characterized by comprising a processor and a memory, said memory having stored thereon a computer program which, when executed by said processor, implements a low speed supplementary brake decision method for driving assistance according to any one of claims 1-8.
10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a low-speed supplementary brake decision making method for driver assistance according to any one of claims 1 to 8.
CN202111156723.7A 2021-09-30 2021-09-30 Low-speed auxiliary brake auxiliary decision-making method, system and computer readable storage medium for auxiliary driving Active CN113844439B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111156723.7A CN113844439B (en) 2021-09-30 2021-09-30 Low-speed auxiliary brake auxiliary decision-making method, system and computer readable storage medium for auxiliary driving

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111156723.7A CN113844439B (en) 2021-09-30 2021-09-30 Low-speed auxiliary brake auxiliary decision-making method, system and computer readable storage medium for auxiliary driving

Publications (2)

Publication Number Publication Date
CN113844439A true CN113844439A (en) 2021-12-28
CN113844439B CN113844439B (en) 2023-09-22

Family

ID=78977187

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111156723.7A Active CN113844439B (en) 2021-09-30 2021-09-30 Low-speed auxiliary brake auxiliary decision-making method, system and computer readable storage medium for auxiliary driving

Country Status (1)

Country Link
CN (1) CN113844439B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114475587A (en) * 2022-01-30 2022-05-13 重庆长安汽车股份有限公司 Risk assessment algorithm introducing target behaviors and collision probability

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109572689A (en) * 2017-09-25 2019-04-05 郑州宇通客车股份有限公司 A kind of control method of finished and system based on radar cognitive disorders object
CN110488319A (en) * 2019-08-22 2019-11-22 重庆长安汽车股份有限公司 A kind of collision distance calculation method and system merged based on ultrasonic wave and camera
CN111017022A (en) * 2020-01-19 2020-04-17 同致电子科技（厦门）有限公司 Low-speed driving turning auxiliary method based on ultrasonic radar
CN112053557A (en) * 2020-08-19 2020-12-08 西安理工大学 Tramcar conflict area assessment method based on multi-car traveling environment
CN112346080A (en) * 2020-11-02 2021-02-09 成都云科新能汽车技术有限公司 Self-adaptive obstacle avoidance method based on single-line laser radar

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109572689A (en) * 2017-09-25 2019-04-05 郑州宇通客车股份有限公司 A kind of control method of finished and system based on radar cognitive disorders object
CN110488319A (en) * 2019-08-22 2019-11-22 重庆长安汽车股份有限公司 A kind of collision distance calculation method and system merged based on ultrasonic wave and camera
CN111017022A (en) * 2020-01-19 2020-04-17 同致电子科技（厦门）有限公司 Low-speed driving turning auxiliary method based on ultrasonic radar
CN112053557A (en) * 2020-08-19 2020-12-08 西安理工大学 Tramcar conflict area assessment method based on multi-car traveling environment
CN112346080A (en) * 2020-11-02 2021-02-09 成都云科新能汽车技术有限公司 Self-adaptive obstacle avoidance method based on single-line laser radar

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114475587A (en) * 2022-01-30 2022-05-13 重庆长安汽车股份有限公司 Risk assessment algorithm introducing target behaviors and collision probability
CN114475587B (en) * 2022-01-30 2024-04-30 重庆长安汽车股份有限公司 Risk assessment algorithm for introducing target behaviors and collision probability

Also Published As

Publication number Publication date
CN113844439B (en) 2023-09-22

Similar Documents

Publication Publication Date Title
CN109649384B (en) Parking assisting method
CN110239535B (en) Curve active collision avoidance control method based on multi-sensor fusion
US9211889B1 (en) Enhanced blind spot detection for vehicle with trailer
CN110488319B (en) Ultrasonic wave and camera fusion-based collision distance calculation method and system
CN109204311B (en) Automobile speed control method and device
CN108032859B (en) Automatic lane change control method and device and automobile
US10755573B2 (en) Collision avoidance device
WO2018074287A1 (en) Vehicle control device
US11338801B2 (en) Collision avoidance device
CN112277939B (en) Offset control system and method for avoiding front line-pressing vehicle
CN110893849A (en) Obstacle avoidance and lane change control method and device for automatic driving vehicle
CN109814115B (en) Angle identification and correction method for vertical parking
US10867517B2 (en) Cruise assist method and apparatus for vehicle
CN113844439A (en) Low-speed auxiliary braking auxiliary decision-making method and system for auxiliary driving and computer-readable storage medium
CN111231946B (en) Low-sight-distance vehicle safe driving control method
CN114466776A (en) Vehicle control method, vehicle control device, and vehicle control system including the vehicle control device
CN110834626A (en) Driving obstacle early warning method and device, vehicle and storage medium
JP2019012345A (en) Collision damage reduction device upon right/left turn
US11772648B2 (en) Lane keep assistance based on rate of departure
CN111231949A (en) Anti-collision system and method for side road vehicle in heavy rain and dense fog weather
JP3772813B2 (en) VEHICLE DRIVE OPERATION ASSISTANCE DEVICE, VEHICLE DRIVE OPERATION ASSISTANCE METHOD, AND VEHICLE USING THE METHOD
CN109917792A (en) A kind of autonomous collision avoidance system based on unmanned sightseeing electric car
Zhang et al. General design of vehicle safety assistant system based on machine vision and electronic control steering
US11325593B2 (en) Risk estimation apparatus and automated driving apparatus
CN114084133B (en) Method and related device for determining following target

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant